Engine system

ABSTRACT

In a compression-ignition engine having a two-stage cavity, the distribution ratio between fuel for an upper cavity and fuel for a lower cavity is maintained even when the operational state of the engine changes. A piston of the compression-ignition engine includes a lower cavity, an upper cavity, and a lip portion between the lower cavity and the upper cavity. A controller causes a main injection and at least one pilot injection to be executed when the engine operates in a first state and a second state in which the speed is higher than the speed in the first state. The fuel spray is distributed to the lower cavity and the upper cavity. The controller increases an injection amount per pilot injection when the engine operates in the second state than when the engine operates in the first state.

BACKGROUND OF THE INVENTION Field of the Invention

The technology disclosed herein relates to a control apparatus of acompression-ignition engine.

Description of the Related Art

Japanese Patent Laid-Open No. 2010-101243 discloses a diesel engine inwhich a first cavity, a second cavity, and a protruding portion areprovided in a piston.

Fuel spray jetted out from a fuel injection nozzle is distributed to thefirst cavity and the second cavity by the protruding portion. The airutilization rate of an engine having a so-called two-stage cavity can beincreased, and hence the engine is advantageous in terms of improvingfuel efficiency and producing cleaner exhaust gas.

The applicant of the present application has realized rapid multi-stagecombustion in which the change of the heat generation rate with respectto the progress of the crank angle forms a hill due to the heatgeneration of the pre-combustion and the heat generation of the maincombustion being in smooth succession in the compression-ignitionengine. The rapid multi-stage combustion can be realized by performingat least one pilot injection and a main injection. The rapid multi-stagecombustion can improve thermal efficiency and improve emissionperformance while suppressing the increasement of combustion noise. Byperforming rapid multi-stage combustion by the compression-ignitionengine, an automobile in which the engine is installed can realize ahigh degree of quietness, lower fuel consumption, and cleaner exhaustgas.

The intent of the inventors of the present application is to perform therapid multi-stage combustion in the compression-ignition engine having atwo-stage cavity. When the fuel spray injected from the fuel injectionvalve is distributed to an upper cavity and a lower cavity at apredetermined ratio by a lip portion between the upper cavity and thelower cavity, the rapid multi-stage combustion can be realized. When therapid multi-stage combustion is realized in the compression-ignitionengine having a two-stage cavity, lower fuel consumption and cleanerexhaust gas are further improved in the automobile in which the engineis installed.

However, when the speed of the engine and/or the load of the enginechanges, the total fuel amount injected to the combustion chamber, theinjection pressure thereof, and the pressure in the combustion chamberchange. Therefore, when the speed of the engine and/or the load of theengine changes, a property (for example, penetration) of the fuel sprayinjected into the combustion chamber by the fuel injection valve and theenvironment (for example, pressure) in the combustion chamber changes.When the property of the fuel spray and the environment in thecombustion chamber changes, the distribution ratio of the fuel betweenthe upper cavity and the lower cavity changes. As a result, the rapidmulti-stage combustion is not realized. In other words, even when therapid multi-stage combustion is intended to be performed in an enginehaving a two-stage cavity, the rapid multi-stage combustion can only berealized in an extremely limited operational state.

The technology disclosed herein maintains, in the compression-ignitionengine having a two-stage cavity, the distribution ratio between thefuel for the upper cavity and the fuel for the lower cavity even whenthe operational state of the engine changes.

SUMMARY OF THE INVENTION

An engine system disclosed herein includes: a piston that is internallyinserted in a cylinder of an engine and moves back and forth in thecylinder; a fuel injection valve that is disposed on a top surface of acombustion chamber formed by the cylinder and the piston, and injectsfuel spray along an injection axis; a turbocharger that is mounted onthe engine and boosts intake air by exhaust energy of the engine; aplurality of sensors that output measurement signals in accordance withvarious parameters relating to operation of the engine; a controllerthat receives the measurement signals of the plurality of sensors, andoutputs a control signal to the fuel injection valve in accordance withan operational state defined by a speed and a load of the enginedetermined from the measurement signals; and a fuel pressure regulatorthat increases an injection pressure of the fuel when a total injectionamount of the fuel injected to the combustion chamber during onecombustion cycle increases.

The piston includes: a lower cavity provided in a central portion of atop surface of the piston in a radial direction; an upper cavity that isprovided around the lower cavity and is shallower than the lower cavity;and a lip portion between the lower cavity and the upper cavity, thecontroller causes the fuel injection valve to execute a main injectionperformed near a compression top dead center, and at least one pilotinjection performed during a compression stroke when the engine operatesin a first state and a second state in which the speed is higher thanthe speed in the first state and a boost pressure of the turbocharger ishigher than a boost pressure in the first state, the main injection andthe at least one pilot injection distribute the fuel spray to the lowercavity and the upper cavity by directing the injection axis to the lipportion in at least one part of an injection period, and the controllerincreases an injection amount per pilot injection when the engineoperates in the second state as compared to when the engine operates inthe first state, so as to overcome the boost pressure in the secondstate.

The combustion chamber of the engine has a two-stage cavity. The engineperforms at least one pilot injection and the main injection when theengine operates in the first state and the second state. The fuel sprayof the at least one pilot injection is distributed to the upper cavityand the lower cavity, and the fuel spray of the main injection is alsodistributed to the upper cavity and the lower cavity. The engine canrealize the rapid multi-stage combustion when the engine operates in thefirst state and the second state.

When the speed of the engine increases, the boost pressure of theturbocharger increases and the pressure in the combustion chamberincreases. When the pressure in the combustion chamber is high, the fuelspray scatters less easily. When the fuel spray scatters less easily,the time required for the fuel spray to reach the lip portion of thepiston is longer. Note that in the compression-ignition engine, thetotal injection amount increases when the speed increases.

Meanwhile, when the speed of the engine decreases, the boost pressuredecreases and the pressure in the combustion chamber decreases. When thepressure in the combustion chamber is low, the fuel spray easilyscatters. Note that in the compression-ignition engine, the totalinjection amount decreases when the speed decreases.

When the engine operates in the second state, the speed is relativelyhigh. The pressure in the combustion chamber is high, and hence the fuelspray scatters less easily. In particular, the injection amount of theat least one pilot injection is smaller than that of the main injection,and hence the fuel spray of the at least one pilot injection scattersless easily. When the fuel spray of the at least one pilot injectionscatters less easily, the fuel spray hits a portion near the lowercavity in the lip portion of the piston approaching the fuel injectionvalve. The distribution of the fuel to the lower cavity increases, andthe distribution of the fuel to the upper cavity decreases.

When the engine operates in the first state, the speed is relativelylow. The pressure in the combustion chamber is low, and hence the fuelspray of the at least one pilot injection easily scatters. When the fuelspray of the at least one pilot injection easily scatters, the fuelspray hits a portion near the upper cavity in the lip portion of thepiston approaching the fuel injection valve. The distribution of thefuel to the lower cavity decreases and the distribution of the fuel tothe upper cavity increases.

With regard to the distribution ratio between the fuel spray of the atleast one pilot injection for the upper cavity and the fuel spray of theat least one pilot injection for the lower cavity, there is a fear thata large gap is formed between the distribution ratio obtained when theengine operates in the second state and the distribution ratio obtainedwhen the engine operates in the first state.

Thus, when the engine operates in the second state, the controllercauses the distribution ratio of the fuel spray of the at least onepilot injection for the upper cavity to be higher than that when theengine operates in the first state. Specifically, the injection amountper pilot injection is increased. When the injection amount of the atleast one pilot injection increases, the penetration of the fuel spraybecomes higher. The fuel spray of the at least one pilot injectionovercomes the high pressure in the combustion chamber and rapidlyreaches the lip portion. The fuel spray hits the portion in the lipportion that is close to the upper cavity. The distribution of the fuelto the upper cavity increases. The distribution ratio of the fuelbetween the fuel spray of the pilot injection for the upper cavity andthe fuel spray of the at least one pilot injection for the lower cavityis equal or substantially equal for when the engine operates in thefirst state and for when the engine operates in the second state.

The injection amount of the main injection is larger than that of the atleast one pilot injection, and hence the penetration of the fuel sprayof the main injection is relatively high. Even when the engine operatesin the second state and the pressure in the combustion chamber is high,the fuel spray of the main injection overcomes the high pressure in thecombustion chamber and rapidly reaches the lip portion. The distributionratio of the fuel between the fuel spray of the main injection for theupper cavity and the fuel spray of the main injection for the lowercavity is equal or substantially equal for when the engine operates inthe first state and for when the engine operates in the second state.

Therefore, the distribution ratio between the fuel spray of the at leastone pilot injection and the main injection for the upper cavity and thefuel spray of the at least one pilot injection and the main injectionfor the lower cavity is maintained at a predetermined ratio even whenthe speed of the engine changes. The rapid multi-stage combustion can berealized even when the speed of the engine changes. The automobile inwhich the engine is installed can realize a high degree of quietness,lower fuel consumption, and cleaner exhaust gas.

The configuration described above is particularly effective when both ofthe engine load in the first state and the engine load in the secondstate are higher than a predetermined load, and the total injectionamount of the fuel injected to the combustion chamber during onecombustion cycle is relatively large.

The controller may reduce a number of the at least one pilot injectionwhen the engine operates in the second state as compared to when theengine operates in the first state.

By reducing the number of the at least one pilot injection, theinjection amount per pilot injection can be increased.

The controller may cause a period of an initial pilot injection of theat least one pilot injection to be later when the engine operates in thesecond state than when the engine operates in the first state.

When the period of the initial pilot injection is caused to be laterwhen the number of at least one pilot injection is low, the intervalbetween the at least one pilot injection and the main injectiondecreases. This configuration realizes the rapid multi-stage combustionin which the pre-combustion and the main combustion are in succession.

The controller may cause the main injection to be executed in apredetermined period after the compression top dead center when theengine operates in the first state and when the engine operates in thesecond state.

The period of the main injection is a predetermined period after thecompression top dead center regardless of whether the speed of theengine is high or low. The period of the main injection does not change,and hence a high thermal efficiency of the engine can be maintained.This configuration is advantageous in terms of improving fuel efficiencyof the automobile.

The lower cavity may have a larger capacity than the upper cavity.

When the injection amount of the main injection increases, thepenetration of the fuel spray becomes higher. When the penetration ofthe fuel spray becomes higher, the time required for the fuel spray toreach the lip portion becomes shorter, and hence the fuel distributed tothe lower cavity increases. When the injection amount of the maininjection increases, the fuel can be combusted with use of a largeamount of oxygen in the lower cavity. The air utilization rate of theengine is improved. Fuel efficiency of the automobile is improved andthe exhaust gas becomes cleaner.

As described above, in the engine system, the distribution ratio betweenthe fuel for the upper cavity and the fuel for the lower cavity does notchange even when the speed of the engine changes.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates a configuration example of a diesel engine system;

FIG. 2 is a block diagram illustrating a control configuration exampleof the diesel engine system;

FIG. 3 is a perspective view exemplifying a top surface portion of apiston of the diesel engine;

FIG. 4 is a perspective view of the piston with a cross section thereof;

FIG. 5 is an enlarged view of the piston cross section illustrated inFIG. 4;

FIG. 6 is a cross sectional view of the piston for describing the flowof the fuel spray injected by an injector;

FIG. 7 exemplifies a part of an operation map of the diesel engine;

FIG. 8 exemplifies the change of the heat generation rate with respectto the progress of a crank angle;

FIG. 9 exemplifies a fuel injection pattern for each region;

FIG. 10 exemplifies a fuel injection pattern in a region B, and thedistribution ratio of the fuel between the upper cavity and the lowercavity in each injection;

FIG. 11 exemplifies a fuel injection pattern in a region C, and thedistribution ratio of the fuel between the upper cavity and the lowercavity in each injection;

FIG. 12 exemplifies a fuel injection pattern in a region D, and thedistribution ratio of the fuel between the upper cavity and the lowercavity in each injection;

FIG. 13 exemplifies a fuel injection pattern in a region A, and thedistribution ratio of the fuel between the upper cavity and the lowercavity in each injection;

FIG. 14 exemplifies a fuel injection pattern in a region E, and thedistribution ratio of the fuel between the upper cavity and the lowercavity in each injection;

FIG. 15A is a flow chart exemplifying a part of a control procedureaccording to the fuel injection executed by the ECU; and

FIG. 15B is a flow chart exemplifying a part of the control procedureaccording to the fuel injection executed by the ECU.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT

An embodiment of an engine system is described below with reference tothe accompanying drawings. The engine system described below is anexample.

Overall Configuration of Engine System

FIG. 1 exemplifies the overall configuration of an engine system. Theengine system is installed in a four-wheeled automobile. The enginesystem includes an engine 1, an intake passage 30, an exhaust passage40, an exhaust air purification apparatus 41, an EGR (exhaust gasrecirculation) apparatus 44, and a turbocharger 47.

The engine 1 is a diesel engine to which fuel containing light oil asthe main component thereof is supplied. The fuel is combusted bycompression ignition. The automobile travels by the operation of theengine 1. The engine 1 includes a cylinder block 11, a cylinder head 12,and an oil pan 13. In the cylinder block 11, a plurality of cylinders 11a (only one is illustrated in FIG. 1) are provided. The cylinder head 12is disposed on the cylinder block 11. The oil pan 13 is disposed belowthe cylinder block 11. Lubricating oil is accumulated in the oil pan 13.

In each cylinder 11 a, a piston 5 is internally inserted. The piston 5moves back and forth in the cylinder 11 a. The piston 5 is connected toa crankshaft 15 via a connecting rod 14. The piston 5, the cylinder 11a, and the cylinder head 12 form a combustion chamber 6.

As illustrated in FIG. 3, a cavity 50 is formed in a top surface 59 ofthe piston 5. Details of the shape of the cavity 50 are described below.

In the engine 1, a crank angle sensor SN1 and a water temperature sensorSN2 are mounted. The crank angle sensor SN1 outputs a measurement signalin accordance with the rotation of the crankshaft 15. The watertemperature sensor SN2 outputs a measurement signal in accordance withthe temperature of the cooling water flowing in the cylinder block 11and the cylinder head 12.

In the cylinder head 12, an intake port 16 and an exhaust port 17 areformed for each cylinder 11 a. In the intake port 16, an intake valve 21that opens and closes the opening of the combustion chamber 6 isdisposed. In the exhaust port 17, an exhaust valve 22 that opens andcloses the opening of the combustion chamber 6 is disposed.

In the cylinder head 12, an intake valve mechanism 23 and an exhaustvalve mechanism 24 are disposed. The intake valve mechanism 23 opens andcloses the intake valve 21 in synchronization with the rotation of thecrankshaft 15. The exhaust valve mechanism 24 opens and closes theexhaust valve 22 in synchronization with the rotation of the crankshaft15. The intake valve mechanism 23 includes an intake S-VT(Sequential-Valve Timing) that can continuously change the opening andclosing periods of the intake valve 21. The exhaust valve mechanism 24includes an exhaust S-VT that can continuously change the opening andclosing periods of the exhaust valve 22.

In the cylinder head 12, injectors 18 are mounted. Each injector 18 is afuel injection valve that injects fuel spray into the combustion chamber6. The injector 18 is mounted for each cylinder 11 a.

Each injector 18 is connected to a common rail for pressure accumulationvia a fuel supplying pipe (not shown). The common rail accumulateshigh-pressure fuel pressurized by a fuel pump (not shown). By supplyingfuel hydraulically accumulated in the common rail to the injector 18 ofeach cylinder 11 a, the injector 18 injects high-pressure fuel (forexample, from 50 MPa to 250 MPa) into the combustion chamber 6. A fuelpressure regulator 19 for changing the pressure (that is, the injectionpressure) of the fuel to be injected by the injector 18 is providedbetween the fuel pump and the common rail (see FIG. 2). The fuelpressure regulator 19 increases the injection pressure when the totalinjection amount of the fuel injected to the combustion chamber 6 duringone combustion cycle increases.

The intake passage 30 is connected to one side surface of the engine 1.The intake passage 30 communicates with the intake port 16 of eachcylinder 11 a. The intake passage 30 guides air to each combustionchamber 6. The exhaust passage 40 is connected to another side surfaceof the engine 1. The exhaust passage 40 communicates with the exhaustport 17 of each cylinder 11 a. The exhaust passage 40 guides the exhaustair exhausted from each combustion chamber 6 to the outside of theautomobile.

An air cleaner 31 is disposed on an upstream end portion of the intakepassage 30. The air cleaner 31 removes foreign matters in the intakeair. A surge tank 33 is provided on a downstream end portion of theintake passage 30.

A compressor 48 of the turbocharger 47, an intake throttle valve 32, andan intercooler 35 are disposed between the air cleaner 31 and the surgetank 33 in the intake passage 30 in the stated order from the upstreamside. The intercooler 35 cools the air compressed by the compressor 48.The intake throttle valve 32 adjusts the air volume. The intake throttlevalve 32 is basically fully open.

An air flow sensor SN3, an intake air temperature sensor SN4, an intakeair pressure sensor SN5, and an intake air O₂ sensor SN6 are disposed inthe intake passage 30.

The air flow sensor SN3 is disposed on the downstream of the air cleaner31. The air flow sensor SN3 outputs a measurement signal in accordancewith the flow rate of the intake air that passes through the place ofthe air flow sensor SN3.

The intake air temperature sensor SN4 is disposed on the downstream ofthe intercooler 35. The intake air temperature sensor SN4 outputs ameasurement signal in accordance with the temperature of the intake airpassing through the place of the intake air temperature sensor SN4.

The intake air pressure sensor SN5 and the intake air O₂ sensor SN6 aredisposed near the surge tank 33. The intake air pressure sensor SN5outputs a measurement signal in accordance with the pressure of theintake air in the place of the intake air pressure sensor SN5. Theintake air O₂ sensor SN6 outputs a measurement signal in accordance withthe oxygen concentration of the intake air in the place of the intakeair O₂ sensor SN6.

Note that although not shown in FIG. 1, the engine system includes aninjection pressure sensor SN7 that outputs a measurement signal inaccordance with the injection pressure of the injector 18 (see FIG. 2).

In the exhaust passage 40, a turbine 49 of the turbocharger 47 and theexhaust air purification apparatus 41 are disposed from the stated orderfrom the upstream side.

The compressor 48 and the turbine 49 of the turbocharger 47 areconnected to each other. The compressor 48 and the turbine 49 integrallyrotate. The turbine 49 rotates by the fluid energy of the exhaust air.When the turbine 49 rotates, the compressor 48 rotates. The compressor48 compresses the intake air.

The exhaust air purification apparatus 41 purifies harmful components inthe exhaust air. The exhaust air purification apparatus 41 includes anoxidation catalyst 42 and a diesel particulate filter (hereinafterreferred to as a DPF) 43. The oxidation catalyst 42 facilitates thereaction in which CO₂ and H₂O are generated by the oxidation of CO andHC in the exhaust air. The DPF 43 captures fine particles such as sootin the exhaust air.

In the exhaust passage 40, an exhaust air O₂ sensor SN8 and adifferential pressure sensor SN9 are disposed. The exhaust air O₂ sensorSN8 is disposed between the turbine 49 and the exhaust air purificationapparatus 41. The exhaust air O₂ sensor SN8 outputs a measurement signalcorresponding to the oxygen concentration of the exhaust air passingthrough the place of the exhaust air O₂ sensor SN8. The differentialpressure sensor SN9 outputs a measurement signal corresponding to thedifferential pressure between the upstream end and the downstream end ofthe DPF 43.

The EGR apparatus 44 returns a portion (that is, EGR gas) of the exhaustair to the intake passage 30. The EGR apparatus 44 includes an EGRpassage 45 and an EGR valve 46. The EGR passage 45 connects the intakepassage 30 and the exhaust passage 40 to each other. In more detail, theEGR passage 45 connects a portion that is upstream of the turbine 49 inthe exhaust passage 40, and a portion between the intercooler 35 and thesurge tank 33 in the intake passage 30. The EGR valve 46 is provided inthe middle of the EGR passage 45. The EGR valve 46 adjusts the returnflow rate of the EGR gas. Note that although not shown, an EGR coolerthat cools the EGR gas by engine cooling water is disposed in the EGRpassage 45.

Configuration of Control Apparatus of Engine

FIG. 2 is a block diagram that exemplifies the control configuration ofthe engine system. The engine system includes an engine control unit(hereinafter referred to as an ECU) 10 that controls the engine 1. TheECU 10 is one example of a controller. The ECU 10 is a microcomputerthat includes a processor 101, memory 102, and an I/F circuit 103. Theprocessor 101 (e.g., a central processing unit (CPU)) executes softwareprograms. The memory 102 includes random access memory (RAM) and readonly memory (ROM), for example. The memory 102 stores therein thesoftware programs and data. The I/F circuit inputs and outputselectrical signals.

The ECU 10 receives the measurement signal of each of a plurality ofsensors installed in the automobile. In the automobile, an acceleratoropening sensor SN10, an atmosphere pressure sensor SN11, and an outsideair temperature sensor SN12 are installed besides the crank angle sensorSN1, the water temperature sensor SN2, the air flow sensor SN3, theintake air temperature sensor SN4, the intake air pressure sensor SN5,the intake air O₂ sensor SN6, the injection pressure sensor SN7, theexhaust air O₂ sensor SN8, and the differential pressure sensor SN9described above. The accelerator opening sensor SN10 outputs ameasurement signal in accordance with the amount by which an acceleratorpedal is stepped. The atmosphere pressure sensor SN11 outputs ameasurement signal in accordance with the atmosphere pressure under anenvironment in which the automobile is travelling. The outside airtemperature sensor SN12 outputs a measurement signal in accordance withthe air temperature under the environment in which the automobile istravelling.

The ECU 10 determines the operational state of the engine 1 on the basisof the measurement signals of the sensors SN1 to SN12, and outputscontrol signals to the injector 18, the fuel pressure regulator 19, theintake throttle valve 32, and the EGR valve 46. As a result, the engine1 operates.

With regard to the control of the injector 18, the ECU 10 includes afuel injection control module 71. The ECU 10 executes the fuel injectioncontrol module 71 and other modules such as an operational statedetermination module 72, an injection pattern selection module 73, andan injection setting module 74 to perform their respective functions.These modules are stored in the memory 102 as software.

The operational state determination module 72 determines the operationalstate of the engine 1 from the engine speed based on the measurementsignal of the crank angle sensor SN1, and the engine load based on themeasurement signal of the accelerator opening sensor SN10. Theoperational state determination module 72 determines whether theoperational state of the engine 1 is within a rapid multi-stagecombustion region or within a normal combustion region, and determinesthe region out of regions A to E in the rapid multi-stage combustionregion that the operational state of the engine 1 is in (see FIG. 7).

The injection pattern selection module 73 selects the injection patterncorresponding to the operational state determined by the operationalstate determination module 72. Details are described below. When theoperational state of the engine 1 is within the rapid multi-stagecombustion region, the injection pattern includes at least one pilotinjection, a main injection, and at least one after injection (see FIG.9).

The injection setting module 74 sets the total injection amount to beinjected into the combustion chamber 6 during one combustion cycle andthe injection pressure thereof on the basis of the operational state ofthe engine, and sets the injection amount and the injection timing ofeach injection in accordance with the injection pattern selected by theinjection pattern selection module 73. When the ECU 10 outputs a controlsignal to the injector 18 in accordance with the setting of theinjection setting module 74, the injector 18 injects the fuel into thecombustion chamber 6 by the set amount at a set injection pressure in aset period.

Structure of Piston

Next, the structure of the piston 5 is described with reference to FIG.3 to FIG. 5. FIG. 3 is a perspective view mainly illustrating the upperportion of the piston 5. FIG. 4 is a perspective view of the piston 5with a cross section thereof. FIG. 5 is an enlarged view of the crosssection illustrated in FIG. 4. Note that in FIG. 3 and FIG. 4, an axialdirection X of the cylinder 11 a and a radial direction Y of cylinder 11a are indicated by arrows.

The piston 5 includes the cavity 50, a peripheral edge planar portion55, and a side peripheral surface 56. A part of the wall surface formingthe combustion chamber 6 is the top surface 59 of the piston 5. Thecavity 50 is provided in the top surface 59 of the piston 5. The cavity50 is a portion in which the top surface 59 is recessed downward in theaxial direction X. The cavity 50 receives the fuel spray injected by theinjector 18. The peripheral edge planar portion 55 is a ring-shapedplanar portion disposed in a region near the outer peripheral edge ofthe top surface 59 in the radial direction Y. The cavity 50 is providedin the central region of the top surface in the radial direction Ybesides the peripheral edge planar portion 55. The side peripheralsurface 56 is a surface that is in sliding contact with the inner wallsurface of the cylinder 11 a.

The cavity 50 includes a lower cavity portion 51, an upper cavityportion 52, a lip portion 53, and a hill portion 54. The combustionchamber 6 has a so-called two-stage cavity. As described in detailbelow, each of the lower cavity portion 51 and the upper cavity portion52 has a wall surface with an egg-like cross section. The shape of thecavity 50 can be referred to as a two-stage egg-shaped shape.

The lower cavity portion 51 is a recessed portion disposed in a centralregion of the top surface 59 in the radial direction Y. The upper cavityportion 52 is a ring-shaped recessed portion disposed around the lowercavity portion 51 in the top surface 59. The lip portion 53 is a portionthat connects the lower cavity portion 51 and the upper cavity portion52 to each other. The hill portion 54 is a protruding portion disposedin the central position of the piston 5 in the radial direction. Thehill portion 54 is located directly below the injector 18.

The capacity of the lower cavity portion 51 is larger than the capacityof the upper cavity portion 52. The capacity ratio between the lowercavity portion 51 and the upper cavity portion 52 is set to apredetermined capacity ratio. In this configuration example, thecapacity ratio between the lower cavity portion 51 and the upper cavityportion 52 is 70:30.

The lower cavity portion 51 includes a first upper end portion 511, afirst bottom portion 512, a first inner-side end portion 513, and aradially recessed portion 514.

The first upper end portion 511 is in the highest position in the lowercavity portion 51, and continues to the lip portion 53. The first bottomportion 512 is the most recessed region in the lower cavity portion 51.The first bottom portion 512 is the deepest portion in the entire cavity50, and the lower cavity portion 51 has a predetermined depth (firstdepth) in the axial direction X at the first bottom portion 512. Thefirst bottom portion 512 has a ring-like shaped in top view. The firstbottom portion 512 is in a position close to the lip portion 53 on theinner side thereof in the radial direction Y.

The radially recessed portion 514 connects the first upper end portion511 and the first bottom portion 512 to each other. The radiallyrecessed portion 514 is curved to the outer side in the radial directionY. The radially recessed portion 514 has a portion recessed to the outerside than the lip portion 53 in the radial direction Y. The firstinner-side end portion 513 is in the innermost position in the lowercavity portion 51 in the radial direction, and continues to the lowerend of the hill portion 54. The first inner-side end portion 513 and thefirst bottom portion 512 are connected to each other by a curved surfacethat is gently curved.

The upper cavity portion 52 includes a second inner-side end portion521, a second bottom portion 522, a second upper end portion 523, atapered region 524, and a wall rising region 525.

The second inner-side end portion 521 is in the innermost position inthe upper cavity portion 52 in the radial direction, and continues tothe lip portion 53. The second bottom portion 522 is the most recessedregion in the upper cavity portion 52. The second bottom portion 522 islocated above the first bottom portion 512 in the axial direction X. Theupper cavity portion 52 is shallower than the lower cavity portion 51.The second upper end portion 523 is located in the highest position andthe outermost side in the radial direction in the upper cavity portion52. The second upper end portion 523 continues to the peripheral edgeplanar portion 55.

The tapered region 524 is a portion extending from the second inner-sideend portion 521 toward the second bottom portion 522, and having asurface shape inclined downward to the outer side in the radialdirection. As illustrated in FIG. 5, the tapered region 524 has aninclination along an inclined line C2 that intersects with a horizontalline C1 extending in the radial direction Y at an inclination angle α.

The wall rising region 525 is a wall surface formed so as to relativelysteeply rise at the radial outer side than the second bottom portion522. In the cross sectional shape in the radial direction Y, the wallsurface of the upper cavity portion 52 is a curved surface that iscurved so as to head from the horizontal direction toward the upperdirection from the second bottom portion 522 to the second upper endportion 523. The wall rising region 525 is a portion that is a wallsurface close to a vertical wall near the second upper end portion 523.The lower portion of the wall rising region 525 is located on the innerside in the radial direction Y with respect to the upper end position ofthe wall rising region 525. As a result, combustion that effectivelyuses a space (that is, a squish region) on the outer side than the wallrising region 525 in the radial direction can be performed whilepreventing the air-fuel mixture from excessively returning to the innerside of the combustion chamber 6 in the radial direction Y. Details aredescribed below.

The lip portion 53 has a shape that protrudes to the inner side in theradial direction in a hump-like manner between the lower cavity portion51 and the upper cavity portion 52 in the cross-sectional shape in theradial direction Y. The lip portion 53 includes a lower end portion 531,a third upper end portion 532, and a central portion 533 located in thecenter between the lower end portion 531 and the third upper end portion532. The lower end portion 531 is connected to the first upper endportion 511 of the lower cavity portion 51. The third upper end portion532 is connected to the second inner-side end portion 521 of the uppercavity portion 52.

In the axial direction X, the lower end portion 531 is a portion locatedin the lowermost place of the lip portion 53, and the third upper endportion 532 is a portion located in the uppermost place of the lipportion 53. The tapered region 524 is a region extending from the thirdupper end portion 532 toward the second bottom portion 522. The secondbottom portion 522 is located below the third upper end portion 532. Inother words, the upper cavity portion 52 has a second bottom portion 522recessed downward than the third upper end portion 532. The upper cavityportion 52 does not have a bottom surface horizontally extending to theouter side from the third upper end portion 532 in the radial directionY. In other words, the third upper end portion 532 and the peripheraledge planar portion 55 are not connected to each other by a horizontalsurface.

The hill portion 54 protrudes upward, and the protruding height thereofis the same or substantially the same as the height of the third upperend portion 532 of the lip portion 53. The hill portion 54 is in aposition that is recessed than the peripheral edge planar portion 55.The hill portion 54 is located in the center of the lower cavity portion51. The lower cavity portion 51 has a ring-like shape formed around thehill portion 54.

Flow of Fuel Spray

Next, the flow of the fuel spray injected by the injector 18 isdescribed with reference to FIG. 6. FIG. 6 is a simplifiedcross-sectional view of the combustion chamber 6. In FIG. 6, the cavity50 in the piston 5, the injector 18, an injection axis AX of a fuelspray 180 injected by the injector 18, and arrows F11, F12, F13, F21,F22, and F23 indicating the flow of the fuel spray are illustrated.

The injector 18 includes a nozzle 181 protruding downward from a topsurface 61 of the combustion chamber 6 into the combustion chamber 6.The nozzle 181 is located in the center of the cylinder 11 a in theradial direction. The nozzle 181 has an injection hole 182. The injector18 injects the fuel spray 180 to the combustion chamber 6 through theinjection hole 182. Note that in FIG. 6, one injection hole 182 isillustrated, but the nozzle 181 actually has a plurality of theinjection holes 182. The plurality of injection holes 182 are disposedso as to be equally spaced from each other in the circumferentialdirection of the nozzle 181. The fuel spray 180 flows along theinjection axis AX. The injection axis AX matches or substantiallymatches with the hole axis of each of the injection holes 182. Theinjected fuel spray 180 is conically diffused at a spray angle θ. FIG. 6illustrates an upper diffusion axis AX1 indicating the diffusion to theupper direction with respect to the injection axis AX, and a lowerdiffusion axis AX2 indicating the diffusion to the lower direction. Thespray angle θ is an angle formed by the upper diffusion axis AX1 and thelower diffusion axis AX2.

The injection hole 182 can inject the fuel toward the lip portion 53 ofthe cavity 50. In other words, at a timing in which the piston 5 is in apredetermined position, the injection axis AX can be directed toward thelip portion 53 by injecting the fuel spray through the injection hole182 by the injector 18. FIG. 6 indicates a positional relationshipbetween the injection axis AX and the cavity 50 at the timing describedabove. The fuel spray 180 injected from the injection hole 182 hits thelip portion 53.

The fuel spray 180 that has hit the lip portion 53 is then separatedinto a fuel spray heading toward the lower cavity portion 51 and fuelspray heading toward the upper cavity portion 52.

The fuel spray heading toward the lower cavity portion 51 flows alongthe surface of the lower cavity portion 51 while mixing with the airexisting in the lower cavity portion 51. In detail, the fuel sprayheading in the direction of the arrow F11 enters the radially recessedportion 514 of the lower cavity portion 51 from the lower end portion531 of the lip portion 53, and flows downward. Then, the fuel spraychanges the flow direction from the lower direction to the inner-sidedirection in the radial direction Y along the curve of the radiallyrecessed portion 514, and flows along the bottom surface of the lowercavity portion 51 including the first bottom portion 512 as indicated bythe arrow F12. The bottom surface of the lower cavity portion 51 has ashape that rises toward the center in the radial direction due to theexistence of the hill portion 54. The fuel spray flowing in thedirection of the arrow F12 is raised to the upper side, and then flowstoward the outer side in the radial direction as indicated by the arrowF13.

Meanwhile, the fuel spray heading toward the upper cavity portion 52flows along the surface of the upper cavity portion 52 while mixing withthe air existing in the upper cavity portion 52. In detail, the fuelspray heading toward the direction of the arrow F21 enters the taperedregion 524 of the upper cavity portion 52 from the third upper endportion 532 of the lip portion 53, and heads to a diagonally downwarddirection along the inclination of the tapered region 524. Then, asindicated by the arrow F22, the fuel spray reaches the second bottomportion 522. Now, the tapered region 524 is a surface having aninclination along the injection axis AX. Therefore, the fuel spray cansmoothly flow to the outer side in the radial direction. In other words,the fuel spray can reach a position deep in the combustion chamber 6 onthe outer side thereof in the radial direction by the existence of thetapered region 524 and the existence of the second bottom portion 522located below the third upper end portion 532 of the lip portion 53.

Then, the fuel spray is raised to the upper side by a rising curvedsurface from the second bottom portion 522 to the wall rising region525, and flows toward the inner side in the radial direction along thetop surface 61 of the combustion chamber 6. The fuel can be combusted byalso using the air between the top surface 59 of the piston 5 and thetop surface 61 of the combustion chamber 6. Now, the wall rising region525 has a shape in which the lower portion is located on the inner sidein the radial direction Y with respect to the upper end position.Therefore, the flow indicated by the arrow F22 does not becomeexcessively strong, and the fuel spray does not return to the inner sidein the radial direction Y too much.

The wall rising region 525 illustrated in FIG. 6 also generates a flowheading toward the outer side in the radial direction Y indicated by thearrow F23. In the expansion stroke, a flow in the arrow F23 isespecially easily generated by the traction by a reverse squish flow.Therefore, in the latter period of the combustion, combustion alsoutilizing the air in the squish space on the outer side than the wallrising region 525 in the radial direction is realized.

The combustion in the combustion chamber 6 having a two-stage cavitysuppresses the generation of soot and is advantageous in improving fuelefficiency of the engine 1 because the air utilization rate is improved.

Control of Engine

FIG. 7 exemplifies an operation map 70 of the engine 1. The operationmap 70 is stored in the memory 102 of the ECU 10. The ECU 10 controlsthe engine 1 in accordance with the operation map 70.

The operation map 70 of the engine 1 is defined by the engine speed andthe engine load. The operation map 70 is divided into a normalcombustion region and a rapid multi-stage combustion region. The rapidmulti-stage combustion region is a low-speed region and alow-to-middle-load region with respect to the entire operation region ofthe engine 1. Note that the “low-speed region” is equivalent to alow-speed region when the operation region of the engine 1 is bisectedinto the low-speed region and a high-speed region in direction of thespeed. The “low-to-middle-load region” is equivalent to a part of amiddle-load region and a low-load region when the operation region ofthe engine 1 is trisected into the low-load region, the middle-loadregion, and a high-load region in the direction of the load. A part ofthe low-load region is a region in the low-load region besides a lightload region.

FIG. 8 exemplifies a waveform of the heat generation rate in the rapidmulti-stage combustion region. In FIG. 8, the horizontal axis is thecrank angle and the vertical axis is the heat generation rate. The rapidmulti-stage combustion is a combustion in which the change of the heatgeneration rate forms a hill due to the heat generation of thepre-combustion and the heat generation of the main combustion being in asmooth succession. Note that the main combustion is a combustion thatgenerates the torque of the engine 1. The pre-combustion is a combustionprior to the main combustion, and is a combustion that increases theignitability of the fuel. In the rapid multi-stage combustion, the riseof the heat generation rate is relatively rapid, and hence thecombustion period is also short. The rapid multi-stage combustion canimprove thermal efficiency and improve emission performance whilesuppressing the increase in combustion noise. By performing the rapidmulti-stage combustion by the engine 1, the automobile in which theengine 1 is installed can realize a high degree of quietness, lower fuelconsumption, and cleaner exhaust gas.

As illustrated in FIG. 7, the rapid multi-stage combustion region isdivided into five regions, that is, a region A to a region E. The regionB is equivalent to a second load region when the rapid multi-stagecombustion region is trisected into a first load region, the second loadregion, and a third load region in the direction from the low load tothe high load. The region B is a load region in the center in the rapidmulti-stage combustion region and is a region serving as a base region.

The region A is a region in which the load is lower than that in theregion B. The region A is equivalent to the low-speed region in theregions in which the load is lower than that in the region B. The regionE is a region in which the load is lower than that in the region B aswith the region A. The region E is equivalent to a high-speed region inthe regions in which the load is lower than that in the region B. Inother words, the region E is a region in which the speed is higher thanthat in the region A.

The region C is a region in which the load is higher than that in theregion B. The region C is equivalent to a low-speed region in theregions in which the load is higher than that in the region B. Theregion D is a region in which the load is higher than that in the regionB as with the region C. The region D is equivalent to a high-speedregion in the regions in which the load is higher than that in theregion B. In other words, the region D is a region in which the speed ishigher than that in the region C.

Note that the region B extends in the entire direction of the speed inthe rapid multi-stage combustion region.

FIG. 9 exemplifies a fuel injection pattern in the rapid multi-stagecombustion region. In FIG. 9, the horizontal axis indicates the crankangle and the vertical axis indicates the lift amount of the injector18. Each triangular area in FIG. 9 is equivalent to the injection amountin each injection. In other words, the injection amount increases as thetriangular area increases. The “high load” and the “low load” indicatedin FIG. 9 mean that the load is a relatively high load or a relativelylow load with respect to the region B that is the base region. The“low-speed” and the “high-speed” mean that the speed is a relatively lowspeed or a relatively high speed when the region C and the region D arecompared with each other, and that the speed is a relatively low speedor a relatively high speed when the region A and the region E arecompared with each other.

In the rapid multi-stage combustion region, the engine 1 performs atleast one pilot injection during the compression stroke, a maininjection within a predetermined period after the compression stroke,and at least one after injection during the expansion stroke.

According to the research by the inventors of the present application,when rapid multi-stage combustion is performed in the combustion chamber6 having a two-stage cavity, the rapid multi-stage combustion can berealized while increasing the air utilization rate by distributing thefuel to each of the lower cavity portion 51 and the upper cavity portion52 by an amount corresponding to the capacity ratio. As described above,the fuel spray hits the lip portion 53 and is distributed to the lowercavity portion 51 and the upper cavity portion 52.

Now, in the rapid combustion region, the waveforms of the heatgeneration rate are desired to be the same across the entire region. Asa result, thermal efficiency and emission performance can be improvedwhile suppressing the increase in combustion noise across a wide rangein the operation region of the engine 1.

However, when the load of the engine 1 changes, the total fuel amount tobe injected to the combustion chamber 6 and the injection pressurethereof change. Specifically, when the load of the engine 1 increases,the total injection amount increases and the injection pressureincreases. When the injection amount increases and/or the injectionpressure increases, the penetration of the fuel spray injected by theinjector 18 increases. When the penetration of the fuel spray changes,the time required for the fuel spray to reach the lip portion 53changes. Even when the injector 18 injects the fuel at the same timing,the place at which the fuel spray hits the lip portion 53 changes whenthe penetration of the fuel spray changes. As a result, the distributionratio of the fuel between the lower cavity portion 51 and the uppercavity portion 52 changes.

When the speed of the engine 1 increases, the boost pressure of theturbocharger 47 increases, and hence the pressure in the combustionchamber 6 increases. When the pressure in the combustion chamber 6increases, the fuel spray scatters less easily. When the pressure in thecombustion chamber 6 changes, the time required for the fuel spray toreach the lip portion 53 changes, and hence the distribution ratio ofthe fuel between the lower cavity portion 51 and the upper cavityportion 52 changes as with the above.

Thus, the ECU 10 sets patterns for the fuel injection in the regions Ato E in the rapid combustion region so that the distribution ratiobetween the fuel for the upper cavity portion 52 and the fuel for thelower cavity portion 51 does not change even when the load and/or thespeed of the engine 1 changes. The fuel injection in the region B thatis the base region in the rapid combustion region is described below.Then, the fuel injections in the regions C, D, A, and E are sequentiallydescribed while being compared with the fuel injection in the region B.

Fuel Injection of Region B

FIG. 10 illustrates the pattern of the fuel injection in the region Band the distribution ratio of the fuel spray between the lower cavityportion 51 and the upper cavity portion 52 for each injection. Thenumbers in parentheses in FIG. 10 indicate the distribution ratios ofthe fuel. The vertical solid line in the fuel injection pattern in FIG.10 indicates the compression top dead center. The same applies to FIG.11 to FIG. 14 described below.

In the region B, the engine 1 performs six injections, that is, a firstpilot injection PI1, a second pilot injection PI2, a third pilotinjection PI3, a main injection MAIN, a first after injection AF1, and asecond after injection AF2. The region B is a region in which the loadis relatively low with respect to the entire operation map of the engine1. The total injection amount in the region B is not large, and hencethe temperature in the combustion chamber 6 is low. The region B is aregion in which the ignitability of the fuel is low. Thus, in the regionB, the ECU 10 increases the number of pilot injections, to therebyadvance the period of the first pilot injection. When the period of thepilot injection is early, the reaction time of the fuel becomes longer,and hence the ignitability of the fuel improves. When the ignitabilityof the fuel improves, the rapid multi-stage combustion is stabilized.The stabilization of the rapid multi-stage combustion is advantageous interms of cleaning the exhaust gas and improving the NVH (noise,vibration, harshness) performance of the automobile.

Now, when the injection amounts of the first pilot injection PI1, thesecond pilot injection PI2, and the third pilot injection PI3 arecompared with each other, the injection amount of the first pilotinjection PI1 is the smallest, the injection amount of the third pilotinjection PI3 is the largest, and the injection amount of the secondpilot injection PI2 is therebetween.

The first pilot injection PI1 is executed in an early period, and hencethe pressure in the combustion chamber 6 is low and the temperature islow. The fuel spray easily scatters, and there is a concern thatunburned fuel increases when the fuel spray adheres to the wall surfaceof the combustion chamber 6 while the temperature in the combustionchamber 6 is low. Thus, the ECU 10 reduces the injection amount of thefirst pilot injection PI1. The penetration of the fuel spray decreases,and hence the adherence of the fuel spray of the first pilot injectionPI1 to the wall surface is suppressed.

The third pilot injection PI3 is executed in a late period, and hencethe temperature in the combustion chamber 6 is high. The fuel spray isallowed to adhere to the wall surface of the combustion chamber 6 tosome extent. The ECU 10 can increase the injection amount of the thirdpilot injection PI3.

As described above, by gradually increasing the injection amounts of thefirst pilot injection PI1, the second pilot injection PI2, and the thirdpilot injection PI3, advantage is obtained in terms of improving fuelefficiency of the engine 1 and producing cleaner exhaust gas.

As illustrated in FIG. 9, the first pilot injection PI1 is executed fromaround −30° to around −20° before the compression top dead center (TDC).The period of the first pilot injection PI1 is early, and hence thepiston 5 is separated from the injector 18. The fuel spray of the firstpilot injection PI1 hits a place near the upper portion of the lipportion 53. The distribution ratio of the fuel spray for the uppercavity portion 52 increases, and the distribution ratio of the fuelspray for the lower cavity portion 51 decreases. In the configurationexample in FIG. 10, the fuel spray of the first pilot injection PI1 isdistributed at a ratio of 20 for the lower cavity portion 51 and 80 forthe upper cavity portion 52.

The second pilot injection PI2 is executed from around −20° to around−10° before the TDC. The second pilot injection PI2 is later than thefirst pilot injection PI1, and hence the piston 5 is close to theinjector 18. The fuel spray of the second pilot injection PI2 hits aplace near the central portion 533 of the lip portion 53. Thedistribution ratio of the fuel spray for the upper cavity portion 52 andthe distribution ratio of the fuel spray for the lower cavity portion 51are substantially equal to each other. In the configuration example inFIG. 10, the fuel spray of the second pilot injection PI2 is distributedat a ratio of 50 for the lower cavity portion 51 and 50 for the uppercavity portion 52.

The third pilot injection PI3 is executed from around −10° to around 0°before the TDC. The piston 5 is closer to the injector 18. The fuelspray of the third pilot injection PI3 hits a place near the lowerportion of the lip portion 53. The distribution ratio of the fuel sprayfor the lower cavity portion 51 increases, and the distribution ratio ofthe fuel spray for the upper cavity portion 52 decreases. In theconfiguration example in FIG. 10, the fuel spray of the third pilotinjection PI3 is distributed at a ratio of 65 for the lower cavityportion 51 and 35 for the upper cavity portion 52.

The main injection MAIN is executed in a predetermined period after theTDC. In the configuration example in FIG. 10, the main injection MAIN isexecuted from around 0° to around +10° after the TDC. The fuel spray ofthe main injection MAIN hits a place near the lower portion of the lipportion 53. The distribution ratio of the fuel spray for the lowercavity portion 51 increases, and the distribution ratio of the fuelspray for the upper cavity portion 52 decreases. In the configurationexample in FIG. 10, the fuel spray of the main injection MAIN isdistributed at a ratio of 70 for the lower cavity portion 51 and 30 forthe upper cavity portion 52. In the region B, the fuel spray of the maininjection MAIN is distributed in accordance with the capacity ratiobetween the lower cavity portion 51 and the upper cavity portion 52. Inother words, the shape of the cavity 50 in the piston 5 is defined sothat the fuel spray of the main injection MAIN in the region B isdistributed in accordance with the capacity ratio.

The first after injection AF1 is executed from around +10° to around+15° after the TDC. The fuel spray of the first after injection AF1 hitsa place near the lower portion of the lip portion 53. The distributionratio of the fuel spray for the lower cavity portion 51 increases, andthe distribution ratio of the fuel spray for the upper cavity portion 52decreases. In the configuration example in FIG. 10, the fuel spray ofthe first after injection AF1 is distributed at a ratio of 65 for thelower cavity portion 51 and 35 for the upper cavity portion 52.

The second after injection AF2 is executed from around +20° to around+30° after the TDC. Although not shown, the fuel spray of the secondafter injection AF2 enters the air-fuel mixture that is being combusted.

Now, when the injection amount of the main injection MAIN increases, thepenetration of the fuel spray increases. When the penetration of thefuel spray increases, the time required for the fuel spray to reach thelip portion 53 becomes shorter, and hence the fuel spray of the maininjection MAIN is distributed to the lower cavity portion 51 by a largeamount. The lower cavity portion 51 has a larger capacity than the uppercavity portion 52. Therefore, when the injection amount of the maininjection MAIN increases, the fuel can be combusted with use of a largeamount of oxygen in the lower cavity portion 51. The combustion chamber6 having the lower cavity portion 51 with a large capacity isadvantageous in terms of improving the air utilization rate.

Fuel Injection of Region C

FIG. 11 illustrates the pattern of the fuel injection in the region Cand the distribution ratio of the fuel spray between the lower cavityportion 51 and the upper cavity portion 52 for each injection.

The region C is a region in which the load of the engine 1 is higherthan that in the region B. Because the load of the engine 1 is high, thetotal injection amount in the region C is larger than the totalinjection amount in the region B. Because the total injection amount islarge, the fuel pressure regulator 19 sets the injection pressure in theregion C to be higher than the injection pressure in the region B. Inthe region C, the penetration of the fuel spray is higher than that inthe region B. The region C is a relatively low-speed region. Therefore,the boost pressure is relatively low. The pressure in the combustionchamber 6 is relatively low, and hence the fuel spray easily scatters.

In the region C, the ECU 10 sequentially executes the second pilotinjection PI2, the third pilot injection PI3, the main injection MAIN,the first after injection AF1, and the second after injection AF2.

As with the period of the main injection MAIN in the region B, theperiod of the main injection MAIN in the region C is a predeterminedperiod after the TDC (from around 0° to around +10° after the TDC). Inthe rapid multi-stage combustion region, the period of the maininjection MAIN is the same or substantially the same even when the loadand/or the speed of the engine 1 change. As a result, the period of theheat generation by the main injection becomes the same, and hence a highthermal efficiency can be maintained even when the load and/or the speedof the engine 1 changes.

While the period of the main injection MAIN in the region C is the sameas the period of the main injection MAIN in the region B, the injectionamount of the main injection MAIN in the region C is larger than theinjection amount of the main injection MAIN in the region B. Thepenetration of the fuel spray of the main injection MAIN is relativelyhigh and the fuel spray easily scatters. The fuel spray rapidly reachesthe lip portion 53, and hence the fuel spray hits a place near the lowerportion of the lip portion 53. The distribution ratio of the fuel sprayof the main injection MAIN for the lower cavity portion 51 increases andthe distribution ratio of the fuel spray for the upper cavity portion 52decreases. In the configuration example in FIG. 11, the fuel spray ofthe main injection MAIN is distributed at a ratio of 80 for the lowercavity portion 51 and 20 for the upper cavity portion 52. There is a gapbetween the distribution ratio of the fuel spray of the main injectionMAIN and the capacity ratio between the lower cavity portion 51 and theupper cavity portion 52.

The distribution ratio of the fuel spray of the main injection MAIN forthe lower cavity portion 51 is larger in the region C than in the regionB. Thus, the ECU 10 causes the distribution ratio between the fuel forthe lower cavity portion 51 and the fuel for the upper cavity portion 52to be closer to the capacity ratio by distributing the fuel spray of thepilot injection to the upper cavity portion 52 by a larger amount.

Specifically, in the region C, the ECU 10 reduces the number of pilotinjections to a number less than that in the region B. By reducing thenumber of pilot injections, the injection amount per pilot injectionincreases. In other words, the injection amount of the second pilotinjection PI2 in the region C is larger than that of the second pilotinjection PI2 in the region B (see FIG. 9). Note that in the region C,the load of the engine 1 is relatively high, and hence the temperaturein the combustion chamber 6 is high. Therefore, the ignitability of thefuel is relatively high. Even when the number of pilot injections isreduced, the ignitability of the fuel is secured.

When the number of pilot injections in the region C is to be reduced,the ECU 10 omits the first pilot injection PI1. The interval between thesecond pilot injection PI2 and/or the third pilot injection PI3 and themain injection MAIN is short. By placing the pilot injection and themain injection to be close to each other, the rapid multi-stagecombustion in which the pre-combustion and the main combustion are insuccession is realized.

The second pilot injection PI2 in the region C is executed from around−20° to around −10° before the TDC. The period of the second pilotinjection PI2 is the same or substantially the same in the region B andthe region C. The penetration of the second pilot injection PI2 in theregion C is relatively high because the injection amount is large. Thesecond pilot injection PI2 hits a place near the upper portion of thelip portion 53, and the distribution of the fuel to the upper cavityportion 52 increases. In the configuration example in FIG. 11, the fuelspray of the second pilot injection PI2 is distributed at a ratio of 40for the lower cavity portion 51 and 60 for the upper cavity portion 52.

In the third pilot injection PI3 in the region C, the injection amountis the same or substantially the same and the injection period is thesame or substantially the same as those of the third pilot injection PI3in the region B. Therefore, the distribution ratio of the fuel spray ofthe third pilot injection PI3 is the same in the region B and the regionC. In other words, the fuel spray of the third pilot injection PI3 isdistributed at a ratio of 65 for the lower cavity portion 51 and 35 forthe upper cavity portion 52.

As described above, in the region C, the ECU 10 sets the injectionamount per pilot injection to be larger than the injection amount perpilot injection in the region B. As a result, the fuel spray of thepilot injection can be distributed to the upper cavity portion 52 by alarge amount. The pilot injection complements the large amount ofdistribution of the fuel spray of the main injection MAIN to the lowercavity portion 51. The distribution ratio of the fuel between the lowercavity portion 51 and the upper cavity portion 52 becomes equal to thecapacity ratio between the lower cavity portion 51 and the upper cavityportion 52. As a result, the waveform of the heat generation rate in theregion C becomes the same as the waveform of the heat generation rate inthe region B (see FIG. 8).

Note that in the region C, the first after injection AF1 is executedfrom around +10° to around +15° after the TDC. In the configurationexample in FIG. 11, the fuel spray of the first after injection AF1 isdistributed at a ratio of 55 for the lower cavity portion 51 and 45 forthe upper cavity portion 52. The second after injection AF2 is executedfrom around +20° to around +30° after the TDC.

Fuel Injection of Region D

FIG. 12 illustrates the pattern of the fuel injection in the region D,and the distribution ratio of the fuel spray between the lower cavityportion 51 and the upper cavity portion 52 for each injection.

The region D is a region in which the load of the engine 1 is higherthan that in the region B. Because the load of the engine 1 is high, thetotal injection amount in the region D is larger than the totalinjection amount in the region B. The region D is a region in which thespeed is higher than that in the region C. The engine 1 is acompression-ignition engine, and hence the total injection amountincreases as the speed increases. The total injection amount in theregion D is larger than the total injection amount in the region C. Thefuel pressure regulator 19 sets the injection pressure in the region Dto be higher than the injection pressure in the region C. In the regionD, the penetration of the fuel spray is higher than that in the regionC. Meanwhile, the boost pressure in the region D is relatively high. Thefuel spray scatters less easily in the region D than in the region C.

In the region D, the ECU 10 sequentially executes the third pilotinjection PI3, the main injection MAIN, the first after injection AF1,and the second after injection AF2. In the region D, the ignitability ofthe fuel is high, and hence the number of pilot injections is reduced ascompared to the region C.

When the number of pilot injections in the region D is to be reduced,the ECU 10 omits the first pilot injection PI1 and the second pilotinjection PI2. The interval between the third pilot injection PI3 andthe main injection MAIN is short. By placing the pilot injection and themain injection to be close to each other, a rapid multi-stage combustionin which the pre-combustion and the main combustion are in succession isrealized.

The period of the main injection MAIN in the region D is the same as theperiod of the main injection MAIN in the region B, and is apredetermined period after the TDC (from around 0° to around +10° afterthe TDC).

In the region D, the penetration of the fuel spray is high. Therefore,the distribution ratio of the fuel spray of the main injection MAIN forthe lower cavity portion 51 increases, and the distribution ratio of thefuel spray for the upper cavity portion 52 decreases. In theconfiguration example in FIG. 12, the fuel spray of the main injectionMAIN is distributed at a ratio of 80 for the lower cavity portion 51 and20 for the upper cavity portion 52.

The distribution ratio of the fuel spray of the main injection MAIN forthe lower cavity portion 51 is larger in the region D than in the regionB. Thus, the ECU 10 causes the distribution ratio between the fuel forthe upper cavity portion 52 and the fuel for the lower cavity portion 51to be closer to the capacity ratio by distributing the fuel spray of thepilot injection to the upper cavity portion 52 by a larger amount.

Specifically, the injection amount of the third pilot injection PI3 inthe region D is larger than those of the third pilot injection PI3 inthe region B and the third pilot injection PI3 in the region C (see FIG.9). The period of the third pilot injection PI3 in the region C isexecuted from around −10° to around 0° before the TDC. The period of thethird pilot injection PI3 is the same or substantially the same in theregion B, the region C, and the region D. The injection amount of thethird pilot injection PI3 in the region D is large, and hence thepenetration is relatively high. The fuel spray rapidly reaches the lipportion 53, and hence the fuel spray hits a place near the upper portionof the lip portion 53 and the distribution ratio for the upper cavityportion 52 increases. In the configuration example in FIG. 12, the fuelspray of the third pilot injection P13 is distributed at a ratio of 50for the lower cavity portion 51 and 50 for the upper cavity portion 52.The distribution of the fuel to the upper cavity portion 52 is increasedas compared to the third pilot injection P13 in the region B.

As described above, in the region D, the ECU 10 sets the injectionamount of the third pilot injection P13 to be larger than the injectionamount of the third pilot injection P13 in the region B. In the thirdpilot injection P13, the injection amount per pilot injection withrespect to the total injection amount is large. As a result, the fuelcan be distributed to the upper cavity portion 52 by a large amount. Thelarge amount of distribution of the fuel spray of the main injectionMAIN to the lower cavity portion 51 can be complemented, and thedistribution ratio of the fuel between the upper cavity portion 52 andthe lower cavity portion 51 becomes equal to the capacity ratio betweenthe upper cavity portion 52 and the lower cavity portion 51. As aresult, the waveform of the heat generation rate in the region D becomesthe same as the waveform of the heat generation rate in the region B(see FIG. 8).

Note that in the region D, the first after injection AF1 is executedfrom around +10° to around +15° after the TDC. In the configurationexample in FIG. 12, the fuel spray of the first after injection AF1 isdistributed at a ratio of 55 for the lower cavity portion 51 and 45 forthe upper cavity portion 52. The second after injection AF2 is executedfrom around +20° to around +30° after the TDC.

Fuel Injection of Region A

FIG. 13 illustrates the pattern of the fuel injection in the region A,and the distribution ratio of the fuel spray between the lower cavityportion 51 and the upper cavity portion 52 for each injection.

The region A is a region in which the load of the engine 1 is lower thanthat in the region B. Because the load of the engine 1 is low, the totalinjection amount in the region A is smaller than the total injectionamount in the region B. The fuel pressure regulator 19 sets theinjection pressure in the region A to be lower than the injectionpressure in the region B. In the region A, the penetration of the fuelspray is lower than that in the region B. The region A is a relativelylow-speed region. Therefore, the boost pressure is relatively low. Thepressure in the combustion chamber 6 is low, and hence the fuel sprayeasily scatters.

In the region A, the ECU 10 sequentially executes the first pilotinjection PI1, the second pilot injection PI2, the third pilot injectionPI3, the main injection MAIN, and the first after injection AF1. In theregion A, the total injection amount is small, and hence the amount ofthe air in the combustion chamber 6 is large with respect to the fuel.Therefore, the number of after injections can be reduced. The injectionamount of the pilot injection can be increased by the number of afterinjections that has been reduced. The pilot injection can be performedby being divided into three portions. In the region A in which the loadis low, the ignitability of the fuel is secured by performing threepilot injections.

When the injection amounts of the first pilot injection PI1, the secondpilot injection PI2, and the third pilot injection PI3 are compared witheach other, the injection amount of the first pilot injection PI1 is thesmallest, the injection amount of the third pilot injection PI3 is thelargest, and the injection amount of the second pilot injection PI2 istherebetween. As a result, as described above, the adherence of the fuelspray of the pilot injection to the wall surface of the combustionchamber 6 can be suppressed.

The period of the main injection MAIN in the region A is a predeterminedperiod after the TDC (from around 0° to around +10° after the TDC) aswith the period of the main injection MAIN in the region B.

While the period of the main injection MAIN in the region A is the sameas the period of the main injection MAIN in the region B, the injectionamount of the main injection MAIN in the region A is less than theinjection amount of the main injection MAIN in the region B. Thepenetration of the fuel spray of the main injection MAIN in the region Ais relatively low. The time required for the fuel spray to reach the lipportion 53 increases, and hence the fuel spray hits a place near theupper portion of the lip portion 53. The distribution ratio of the fuelspray of the main injection MAIN for the upper cavity portion 52increases, and the distribution ratio of the fuel spray for the lowercavity portion 51 decreases. In the configuration example in FIG. 13,the fuel spray of the main injection MAIN is distributed at a ratio of60 for the lower cavity portion 51 and 40 for the upper cavity portion52. There is a gap between the distribution ratio of the fuel spray ofthe main injection MAIN and the capacity ratio between the lower cavityportion 51 and the upper cavity portion 52.

In the main injection MAIN in the region A, the distribution ratio ofthe fuel spray for the upper cavity portion 52 is larger than that inthe region B. Thus, the ECU 10 causes the distribution ratio between thefuel for the lower cavity portion 51 and the fuel for the upper cavityportion 52 to be closer to the capacity ratio by distributing the fuelspray of the pilot injection to the lower cavity portion 51 by a largeramount.

Specifically, in the region A, the ECU 10 sets the periods of the firstpilot injection PI1 and the second pilot injection P12 to be later thanthose in the region B (see FIG. 9). The period of the first pilotinjection PI1 in the region A is around −25° to −20° before the TDC. Theperiod of the second pilot injection P12 in the region A is around −15°to −10° before the TDC. Note that the period of the third pilotinjection P13 in the region A is the same or substantially the same asthe period of the third pilot injection P13 in the region B.

When the periods of the first pilot injection PI1 and the second pilotinjection P12 are set to be late, the piston 5 is close to the injector18, and hence the fuel spray hits a place near the lower portion of thelip portion 53. As a result, the distribution amount of the fuel for thelower cavity portion 51 increases. In the configuration example in FIG.13, the fuel spray of the first pilot injection PI1 is distributed at aratio of 40 for the lower cavity portion 51 and 60 for the upper cavityportion 52. The fuel spray of the second pilot injection P12 isdistributed at a ratio of 55 for the lower cavity portion 51 and 45 forthe upper cavity portion 52. Note that the fuel spray of the third pilotinjection P13 is distributed at a ratio of 60 for the lower cavityportion 51 and 40 for the upper cavity portion 52.

As described above, in the region A, the ECU 10 sets the period of thepilot injection to be later than the period of the pilot injection inthe region B. As a result, the fuel spray of the pilot injection can bedistributed to the lower cavity portion 51 by a large amount. The pilotinjection can complement the large amount of distribution of the fuelspray of the main injection MAIN to the upper cavity portion 52, and thedistribution ratio of the fuel between the lower cavity portion 51 andthe upper cavity portion 52 becomes equal to the capacity ratio betweenthe lower cavity portion 51 and the upper cavity portion 52. As aresult, the waveform of the heat generation rate in the region A is thesame as the waveform of the heat generation rate in the region B (seeFIG. 8).

Note that in the region A, the first after injection AF1 is executedfrom around +5° to around +15° after the TDC. In the configurationexample in FIG. 13, the fuel spray of the first after injection AF1 isdistributed at a ratio of 60 for the lower cavity portion 51 and 40 forthe upper cavity portion 52.

Fuel Injection in Region E

FIG. 14 illustrates the pattern of the fuel injection in the region E,and the distribution ratio of the fuel spray between the lower cavityportion 51 and the upper cavity portion 52 for each injection.

The region E is a region in which the load of the engine 1 is lower thanthat in the region B. Because the load of the engine 1 is low, the totalinjection amount in the region E is less than the total injection amountin the region B. The fuel pressure regulator 19 sets the injectionpressure in the region E to be lower than the injection pressure in theregion B. The region E is a region in which the speed is higher thanthat in the region A. The boost pressure is relatively high, and hencethe fuel spray scatters less easily in the region E than in the regionA.

In the region E, the ECU 10 sequentially executes the first pilotinjection PI1, the second pilot injection PI2, the third pilot injectionPI3, the main injection MAIN, and the first after injection AF1. As withthe region A, the ignitability of the fuel is secured by reducing thenumber of after injections and performing the pilot injection threetimes. When the injection amounts of the first pilot injection PI1, thesecond pilot injection PI2, and the third pilot injection PI3 arecompared with each other, the injection amount of the first pilotinjection PI1 is the smallest, the injection amount of the third pilotinjection PI3 is the largest, and the injection amount of the secondpilot injection PI2 is therebetween. As a result, as described above,the adherence of the fuel spray of the pilot injection to the wallsurface of the combustion chamber 6 can be suppressed.

The period of the main injection MAIN in the region E is the same as theperiod of the main injection MAIN in the region B, and is apredetermined period after the TDC (from around 0° to around +10° afterthe TDC).

The penetration of the fuel spray in the region E is relatively low, andhence the distribution ratio of the fuel spray of the main injectionMAIN for the upper cavity portion 52 increases and the distributionratio of the fuel spray for the lower cavity portion 51 decreases. Inthe configuration example in FIG. 14, the fuel spray of the maininjection MAIN is distributed at a ratio of 55 for the lower cavityportion 51 and 45 for the upper cavity portion 52.

In the region E, the distribution ratio of the fuel spray of the maininjection MAIN for the upper cavity portion 52 is larger than that inthe region B. Thus, the ECU 10 causes the distribution ratio between thefuel for the upper cavity portion 52 and the fuel for the lower cavityportion 51 to be closer to the capacity ratio by distributing the fuelspray of the pilot injection to the lower cavity portion 51 by a largeramount.

Specifically, the ECU 10 sets the periods of the first pilot injectionPI1 and the second pilot injection PI2 in the region E to be later thanthose of the first pilot injection PI1 and the second pilot injectionPI2 in the region B (see FIG. 9). The period of the first pilotinjection PI1 in the region E is from around −25° to around −20° beforethe TDC. The period of the second pilot injection PI2 is from around−15° to around −10° before the TDC. Note that the period of the thirdpilot injection PI3 in the region E is the same or substantially thesame as the period of the third pilot injection PI3 in the region B.

The injection amount of the first pilot injection PI1 in the region E islarger than that of the first pilot injection PI1 in the region A, andthe injection amount of the second pilot injection PI2 in the region Eis larger than that of the second pilot injection PI2 in the region A.The speed in the region E is higher than that in the region A, and hencethe total injection amount in the region E is larger than the totalinjection amount in the region A. The amount by which the totalinjection amount increases may be allocated to the increase amount ofthe first pilot injection PI1 and the second pilot injection PI2.

By increasing the injection amount of the pilot injection as compared tothe region A, the fuel spray proceeds by overcoming the relatively highpressure in the combustion chamber 6. By setting the periods of thefirst pilot injection PI1 and the second pilot injection PI2 to be late,the distribution amount of the fuel for the lower cavity portion 51increases as described above. In the configuration example in FIG. 14,the fuel spray of the first pilot injection PI1 is distributed at aratio of 50 for the lower cavity portion 51 and 50 for the upper cavityportion 52. The fuel spray of the second pilot injection PI2 isdistributed at a ratio of 55 for the lower cavity portion 51 and 45 forthe upper cavity portion 52. Note that the fuel spray of the third pilotinjection PI3 is distributed at a ratio of 55 for the lower cavityportion 51 and 45 for the upper cavity portion 52.

When the injection amount of the first to third pilot injections PI1 toPI3 in the region E and the injection amount of the first to third pilotinjections PI1 to PI3 in the region B are compared with each other, theinjection amount of the first to third pilot injections PI1 to PI3 inthe region E is larger than the injection amount of the first to thirdpilot injections PI1 to PI3 in the region B. In the region E, the ratioof the injection amount per pilot injection to the total injectionamount is relatively larger.

In the region E, the load is lower than that in the region B, and hencethe total injection amount is small. Accordingly, the injection amountof the pilot injection is also small. The penetration of the fuel sprayof the pilot injection in the region E becomes lower, and the fuel sprayis less easily scattered. Thus, the injection amount per pilot injectionis increased so that the ratio of the injection amount per pilotinjection to the total injection amount increases. As a result, in theregion E, the penetration of the fuel spray for each pilot injectionincreases. The fuel spray of each pilot injection is distributed for thelower cavity portion 51 and the upper cavity portion 52 at a desiredratio.

In the region E, the ECU 10 sets the period of the pilot injection to belater than the period of the pilot injection in the region B, andincreases the ratio of the injection amount per pilot injection to thetotal injection amount. As a result, the fuel spray of the pilotinjection can be distributed to the lower cavity portion 51 by a largeamount. The fuel spray of the main injection MAIN can complement thelarge amount of distribution of the upper cavity portion 52, and thedistribution ratio of the fuel between the lower cavity portion 51 andthe upper cavity portion 52 becomes equal to the capacity ratio betweenthe lower cavity portion 51 and the upper cavity portion 52. As aresult, the waveform of the heat generation rate in the region E becomesthe same as the waveform of the heat generation rate in the region B(see FIG. 8).

Note that in the region E, the first after injection AF1 is executedfrom around +5° to around +15° after the TDC. In the configurationexample in FIG. 14, the fuel spray of the first after injection AF1 isdistributed at a ratio of 55 for the lower cavity portion 51 and 45 forthe upper cavity portion 52.

Comparison of Fuel Injection Patterns for Direction of Load

The regions C and D are regions in which the load of the engine 1 ishigher than those in the regions A, B, and E. The distribution of thefuel to the lower cavity portion 51 is larger in the main injection MAINin the regions C and D than in the main injection MAIN in the regions A,B, and E. Thus, in the regions C and D, the ECU 10 sets the distributionratio of the fuel spray of the pilot injection for the upper cavityportion 52 to be larger than that in the regions A, B, and E.Specifically, the ECU 10 causes the number of pilot injections in theregions C and D to be less than that in the regions A, B, and E. Thenumber of pilot injections in the regions A, B, and E is three. Thenumber of pilot injections in the region C is two. The number of pilotinjections in the region D is one. In the regions C and D, the injectionamount per pilot injection with respect to the total injection amountincreases, and hence the distribution of the fuel spray of the pilotinjection to the upper cavity portion 52 increases.

The regions A and E are regions in which the load of the engine 1 islower than that in the region B. In the main injection MAIN in theregions A and E, the distribution of the fuel to the upper cavityportion 52 increases as compared to the main injection MAIN in theregion B. In other words, in the main injection MAIN in the region B,the distribution of the fuel to the lower cavity portion 51 increases ascompared to the main injection MAIN in the regions A and E. Thus, in theregion B, the ECU 10 sets the period of the pilot injection to beearlier than that in the regions A and E. In the region B, when thepilot injection is executed, the piston 5 and the injector 18 areseparated from each other. Therefore, the fuel spray of the pilotinjection is distributed to the upper cavity portion 52 by a largeramount.

When the region A, the region B, and the region C that are low-speedregions in the rapid multi-stage combustion region are compared witheach other, the region A is a region in which the load of the engine 1is lower than that in the region B, and the region C is a region inwhich the load of the engine 1 is higher than that in the region B.

The ECU 10 sets the period of the first pilot injection (that is, thefirst pilot injection PI1) in the region A to be later than that in theregion B. As a result, the fuel spray of the pilot injection isdistributed to the lower cavity portion 51 by a larger amount.

The ECU 10 sets the number of pilot injections in the region C to belower than that in the region B. As described above, the distribution ofthe fuel spray of the pilot injection to the upper cavity portion 52 canbe increased.

When the region E, the region B, and the region D that are high-speedregions in the rapid multi-stage combustion region are compared witheach other, the region E is a region in which the load of the engine 1is lower than that in the region B, and the region D is a region inwhich the load of the engine 1 is higher than that in the region B.

The ECU 10 sets the period of the first pilot injection (that is, thefirst pilot injection PI1) in the region E to be later than that in theregion B. As a result, the fuel spray of the pilot injection can bedistributed to the lower cavity portion 51 by a larger amount.

The ECU 10 sets the number of pilot injections in the region D to belower than that in the region B. The distribution of the fuel spray ofthe pilot injection to the upper cavity portion 52 can be increased.

Comparison of Fuel Injection Patterns for Direction of Speed

The region E is a region in which the speed is higher than that in theregion A. In the region E, the ECU 10 maintains the injection amount ofthe main injection and increases the injection amount of the pilotinjection for the region A. In other words, the ECU 10 sets the ratio ofthe injection amount per pilot injection to the total injection amountin the region A to be lower than that in the region E.

In more detail, the ECU 10 sets the injection amount of each of thefirst pilot injection PI1 and the second pilot injection PI2 in theregion E to be larger than that in the region A. The injection amount ofthe pilot injection is smaller than that of the main injection. In theregion A and the region E, the load is lower than that in the region B,and hence the total injection amount is small. The injection amount ofthe pilot injection in each of the region A and the region E is evensmaller. In the region A and the region E, the penetration of the fuelspray of the pilot injection is low. Out of the region A and the regionE, the engine speed in the region E is high, and hence the pressure inthe combustion chamber 6 is high in the region E. The fuel spray of thepilot injection scatters even less easily. There is a concern that thefuel spray of the pilot injection in the region E is distributed to thelower cavity portion 51 by a larger amount as compared to the region A.

Thus, the ECU 10 sets the injection amount of each of the first pilotinjection PI1 and the second pilot injection PI2 in the region E to belarger than that in the region A. As a result, in the region E, the fuelspray of the first pilot injection PI1 and the second pilot injectionPI2 overcomes the high pressure in the combustion chamber 6 and rapidlyreaches the lip portion 53. The fuel spray is distributed to the uppercavity portion 52 by a large amount. In the pilot injection performed ina particularly early period, the piston 5 is separated from the injector18, and hence the distribution ratio of the fuel for the upper cavityportion 52 is larger than that in the pilot injection performed in alater period. By the increase of the injection amount of the first pilotinjection PI1 and the second pilot injection PI2, the fuel can bedistributed to the upper cavity portion 52 by a larger amount in thepilot injection.

As a result, the distribution ratio of the fuel spray of the pilotinjection between the lower cavity portion 51 and the upper cavityportion 52 can be substantially the same in the region A and the regionE. The distribution ratio of the fuel spray of the main injectionbetween the lower cavity portion 51 and the upper cavity portion 52 isslightly different in the region A and the region E, but the differencein the distribution ratio of the fuel spray of the main injection can becomplemented by adjusting the distribution ratio of the fuel spray ofthe pilot injection. As a result, in the region A and the region E, thedistribution ratio of the fuel spray of the pilot injection and the maininjection between the lower cavity portion 51 and the upper cavityportion 52 can be substantially the same.

The region D is a region in which the speed is higher than that in theregion C. The ECU 10 sets the injection ratio per pilot injection in theregion D to be larger than that in the region C. More specifically, theECU 10 increases the injection amount of the third pilot injection PI3.

In the region D, the load is higher than that in the region B and thespeed is high. Therefore, the boost pressure increases and the pressurein the combustion chamber 6 is high. Therefore, the fuel spray of thepilot injection of which the injection amount is small scatters lesseasily.

Thus, the ECU 10 sets the number of pilot injections in the region D tobe lower than that in the region C, and increases the injection amountof the third pilot injection PI3. As a result, in the region D, the fuelspray of the third pilot injection PI3 overcomes the high pressure inthe combustion chamber 6 and rapidly reaches the lip portion 53, and thedistribution of the fuel to the upper cavity portion 52 increases (seePI3 in FIG. 11 and PI3 in FIG. 12). As a result, the distribution ratioof the fuel spray of the pilot injection between the lower cavityportion 51 and the upper cavity portion 52 can be substantially the samein the region C and the region D. In the region C and the region D, thedistribution ratio of the fuel spray of the pilot injection and the maininjection between the lower cavity portion 51 and the upper cavityportion 52 can be substantially the same.

Control Procedure of Fuel Injection

FIG. 15A and FIG. 15B illustrate a flow chart according to the controlof the injector 18 and the fuel pressure regulator 19 executed by thefuel injection control module 71 of the ECU 10. In Step S1, the ECU 10reads detection signals of the sensors SN1 to SN12. In subsequent StepS2, the operational state determination module 72 determines whether theoperational state of the engine 1 is in the rapid multi-stage combustionregion. When the determination in Step S2 is YES, the process proceedsto Step S3. When the determination in Step S2 is NO, the processproceeds to Step S24.

In Step S3, the operational state determination module 72 determineswhether the operational state of the engine 1 is in the region A. Whenthe determination in Step S3 is YES, the process proceeds to Step S4.When the determination in Step S3 is NO, the process proceeds to StepS7.

In Step S4, the injection setting module 74 specifies the totalinjection amount corresponding to the operational state of the engine 1.In subsequent Step S5, the injection setting module 74 specifies theinjection pressure corresponding to the specified total injectionamount. Then, in Step S6, the injection pattern selection module 73selects the injection pattern corresponding to the operational state ofthe engine 1, and the injection setting module 74 specifies theinjection amounts and the injection periods of the first pilot injectionPI1, the second pilot injection PI2, the third pilot injection PI3, themain injection MAIN, and the first after injection AF1. Then, in StepS15, the fuel injection control module 71 outputs a control signal tothe injector 18 and causes the injector 18 to execute the fuel injection(see FIG. 13).

In Step S7, the operational state determination module 72 determineswhether the operational state of the engine 1 is in the region B. Whenthe determination in Step S7 is YES, the process proceeds to Step S8.When the determination in Step S7 is NO, the process proceeds to StepS11.

In Step S8, as in Step S4, the injection setting module 74 specifies thetotal injection amount corresponding to the operational state of theengine 1. In subsequent Step S9, as in Step S5, the injection settingmodule 74 specifies the injection pressure corresponding to thespecified total injection amount. Then, in Step S10, the injectionpattern selection module 73 selects the injection pattern correspondingto the operational state of the engine 1, and the injection settingmodule 74 specifies the injection amounts and the injection periods ofthe first pilot injection PI1, the second pilot injection PI2, the thirdpilot injection PI3, the main injection MAIN, the first after injectionAF1, and the second after injection AF2. Then, in Step S15, the fuelinjection control module 71 outputs a control signal to the injector 18,and causes the injector 18 to execute the fuel injection (see FIG. 10).

In Step S11, the operational state determination module 72 determineswhether the operational state of the engine 1 is in the region C. Whenthe determination in Step S11 is YES, the process proceeds to Step S12.When the determination in Step S11 is NO, the process proceeds to StepS16.

In Step S12, as in Step S4, the injection setting module 74 specifiesthe total injection amount corresponding to the operational state of theengine 1. In subsequent Step S13, as in Step S5, the injection settingmodule 74 specifies the injection pressure corresponding to thespecified total injection amount. Then, in Step S14, the injectionpattern selection module 73 selects the injection pattern correspondingto the operational state of the engine 1, and the injection settingmodule 74 specifies the injection amounts and the injection periods ofthe second pilot injection PI2, the third pilot injection PI3, the maininjection MAIN, the first after injection AF1, and the second afterinjection AF2. Then, in Step S15, the fuel injection control module 71outputs a control signal to the injector 18, and causes the injector 18to execute the fuel injection (see FIG. 11).

In Step S16, the operational state determination module 72 determineswhether the operational state of the engine 1 is in the region D. Whenthe determination in Step S16 is YES, the process proceeds to Step S17.When the determination in Step S16 is NO, the process proceeds to StepS20.

In Step S17, as in Step S4, the injection setting module 74 specifiesthe total injection amount corresponding to the operational state of theengine 1. In subsequent Step S18, as in Step S5, the injection settingmodule 74 specifies the injection pressure corresponding to thespecified total injection amount. Then, in Step S19, the injectionpattern selection module 73 selects the injection pattern correspondingto the operational state of the engine 1, and the injection settingmodule 74 specifies the injection amounts and the injection periods ofthe third pilot injection PI3, the main injection MAIN, the first afterinjection AF1, and the second after injection AF2. Then, in Step S25,the fuel injection control module 71 outputs a control signal to theinjector 18, and causes the injector 18 to execute the fuel injection(see FIG. 12).

In Step S20, the operational state determination module 72 determineswhether the operational state of the engine 1 is in the region E. Whenthe determination in Step S20 is YES, the process proceeds to Step S21.When the determination in Step S20 is NO, the process proceeds to StepS24.

In Step S21, as in Step S4, the injection setting module 74 specifiesthe total injection amount corresponding to the operational state of theengine 1. In subsequent Step S22, as in Step S5, the injection settingmodule 74 specifies the injection pressure corresponding to thespecified total injection amount. Then, in Step S23, the injectionpattern selection module 73 selects the injection pattern correspondingto the operational state of the engine 1, and the injection settingmodule 74 specifies the injection amounts and the injection periods ofthe first pilot injection PI1, the second pilot injection PI2, the thirdpilot injection PI3, the main injection MAIN, and the first afterinjection AF1. Then, in Step S25, the fuel injection control module 71outputs a control signal to the injector 18, and causes the injector 18to execute the fuel injection (see FIG. 14).

In Step S24, the fuel injection control module 71 executes a normalcombustion control that is different from the rapid multi-stagecombustion described above, and the process returns.

Note that the engine 1 and the combustion chamber 6 to which thetechnology disclosed herein can be applied are not limited to theabovementioned configurations.

It should be understood that the embodiments herein are illustrative andnot restrictive, since the scope of the invention is defined by theappended claims rather than by the description preceding them, and allchanges that fall within metes and bounds of the claims, or equivalenceof such metes and bounds thereof, are therefore intended to be embracedby the claims.

DESCRIPTION OF REFERENCE CHARACTERS

-   -   1 Engine    -   10 ECU (controller)    -   11 a Cylinder    -   18 Injector (fuel injection valve)    -   19 Fuel pressure regulator    -   47 Turbocharger    -   5 Piston    -   6 Combustion chamber    -   50 Cavity    -   51 Lower cavity portion    -   52 Upper cavity portion    -   53 Lip portion    -   AX Injection axis    -   SN1 Crank angle sensor    -   SN2 Water temperature sensor    -   SN3 Air flow sensor    -   SN4 Intake air temperature sensor    -   SN5 Intake air pressure sensor    -   SN6 Intake air O₂ sensor    -   SN7 Injection pressure sensor    -   SN8 Exhaust air O₂ sensor    -   SN9 Differential pressure sensor    -   SN10 Accelerator opening sensor    -   SN11 Atmosphere pressure sensor    -   SN12 Outside air temperature sensor    -   MAIN Main injection    -   PI1 First pilot injection    -   PI2 Second pilot injection    -   PI3 Third pilot injection

What is claimed is:
 1. An engine system comprising: a piston that isinternally inserted in a cylinder of an engine and moves back and forthin the cylinder; a fuel injection valve that is disposed on a topsurface of a combustion chamber formed by the cylinder and the piston,and injects a fuel spray along an injection axis; a turbocharger that ismounted on the engine and boosts intake air by exhaust energy of theengine; a plurality of sensors that output measurement signals inaccordance with various parameters relating to operation of the engine;a controller that receives the measurement signals of the plurality ofsensors, and outputs a control signal to the fuel injection valve inaccordance with an operational state defined by a speed and a load ofthe engine determined from the measurement signals; and a fuel pressureregulator that increases an injection pressure of the fuel when a totalinjection amount of the fuel injected to the combustion chamber duringone combustion cycle increases, wherein the piston comprises: a lowercavity provided in a central portion of a top surface of the piston in aradial direction; an upper cavity that is provided around the lowercavity and is shallower than the lower cavity; and a lip portion betweenthe lower cavity and the upper cavity, the controller causes the fuelinjection valve to execute a main injection performed near a compressiontop dead center, and at least one pilot injection performed in anearlier period than the main injection when the engine operates in afirst state and a second state in which the speed is higher than thespeed in the first state and a boost pressure of the turbocharger ishigher than a boost pressure in the first state, the main injection andthe at least one pilot injection distribute the fuel spray to the lowercavity and the upper cavity by directing the injection axis to the lipportion in at least one part of an injection period, and the controllerincreases an injection amount per pilot injection when the engineoperates in the second state as compared to when the engine operates inthe first state, so as to overcome the boost pressure in the secondstate.
 2. The engine system according to claim 1, wherein the controllerreduces a number of the at least one pilot injection when the engineoperates in the second state as compared to when the engine operates inthe first state.
 3. The engine system according to claim 2, wherein thecontroller causes a period of an initial pilot injection of the at leastone pilot injection to be later when the engine operates in the secondstate than when the engine operates in the first state.
 4. The enginesystem according to claim 1, wherein the control unit causes the maininjection to be executed in a predetermined period after the compressiontop dead center when the engine operates in the first state and when theengine operates in the second state.
 5. The engine system according toclaim 4, wherein the lower cavity has a larger capacity than the uppercavity.
 6. The engine system according to claim 1, wherein the pluralityof sensors include a crank angle sensor, and the controller isconfigured to determine the speed of the engine from the measurementsignal received from the crank angle sensor.
 7. The engine systemaccording to claim 1, wherein the plurality of sensors include anaccelerator opening sensor, and the controller is configured todetermine the load of the engine from the measurement signal receivedfrom the accelerator opening sensor.